chapter l2 - line maintenance procedures · maintenance organisation exposition written:ntz...

Maintenance Organisation Exposition

written:NTZ revision 48 issue date: 31.05.2017 chapter L2 page 1

Chapter L2 - Line Maintenance Procedures



Chapter L2 Line Maintenance Procedures

L2.1 Line maintenance control of aircraft components, Page 5 tools, equipment etc.

L2.1.1 General Page 5

L2.1.2 Aircraft components Page 5

L2.1.3 Incoming inspection on LM stations Page 5

L2.1.4 Using AMOS system Page 7

L2.1.5 Suspected unapproved parts (SuP`s) Page 7

L2.1.6 Handling of ESD Products Page 8

L2.1.7 Tools and equipment Page 9

L2.1.8 Administration and updating of maintenance documentation Page 13

L2.2 Line maintenance procedures related to servicing, Page 14 fuelling, de-icing, sealing etc.

L2.2.1 Servicing Page 14

L2.2.2 Fuelling Page 14

L2.2.3 De-/Anti-Icing Page 14

L2.2.4 Sealing Page 14

L2.2.5 Towing Page 14

L2.2.6 Engine run up Page 15

L2.2.7 Cabin pressure check Page 15

L2.2.8 Dangerous Goods Page 15

L2.2.9 Requests for Service Page 16

L2.3 Line maintenance control of defects and Page 17 repetitive defects


L2.3.2 Control of defects Page 17

L2.3.3 Deferred defect items / Entries into the Hold-Item-List Page 17

L2.3.4 Defect findings Page 18

L2.3.5 Control of repetitive defects and damages Page 19

L2.3.6 One-off-autrhorizations Page 19



L2.4 Line maintenance procedure for completion of Page 21

technical log


L2.4.2 Technical-log Page 21

L2.4.3 Flight-log Page 21

L2.4.4 Correction of faulty log book entries Page 21

L2.4.5 Engine trend monitoring Page 21

L2.4.6 Component removed in serviceable condition Page 22

L2.4.7 Inspection of work Page 22

L2.4.8 Sign of performed work Page 23

L2.5 Line maintenance procedure for pooled parts and Page 24 loan parts

L2.5.1 Pool parts Page 24

L2.5.2 Loan parts Page 24

L2.5.3 Components removed in serviceable condition Page 24

L2.6 Line maintenance procedure for return of defective Page 26 parts removed from aircraft

L2.7 -free- Page 27

L2.8 Guidelines for order and cleanness Page 28

L2.8.1 Offices Page 28

L2.8.2 Stores Page 28

L2.8.3 Vehicles Page 28

L2.8.4 Working Areas Page 28

L2.8.5 Equipment Page 28

L2.9 Personnel qualifications Page 29

L2.9.1 Internal authorizations Page 29

L2.9.2 Recertification Page 29

L2.9.3 Demands for recertification Page 29

L2.9.4 Task training for CAT A Page 29

L2.9.5 Recurrent training 0



L2.9.6 Customer Procedure Training Page 30

L2.10 Information and reporting system Page 31

L2.10.1 Non-Conformity-Report Page 31

L2.10.2 Mail reporting system Page 31

L2.10.3 Occurrence reporting Page 31

L2.11 Opening of new Line Maintenance Stations Page 33

L2.11.1 Necessity of a LM station Page 33

L2.11.2 Minimum conditions Page 33

L2.11.3 Furnishing Page 33

L2.11.4 Time frame Page 33

L2.11.5 Personal requests Page 34

L2.11.6 Documentation Page 34

L2.11.7 Parts / Material Page 34

L2.11.8 Analysis of requirements by QM Page 34

L2.11.9 Scope of work Page 34

L2.11.10 Listing of Line Maintenance Stations Page 35

L2.11.11 Changing of Line Maintenance approvals Page 35

L2.12 Shift changeover procedure Page 37


L2.12.2 Changeover procedure Page 37

L2.13 Qualification of Job Cards and Checklists Page 38


L2.13.2 Performing of work Page 38

L2.13.3 Behavior by not-qualified Job Cards and Checklists Page 38



L2.1 Line maintenance control of aircraft components, tools, equipment etc.

L2.1.1. General

Line maintenance personnel at outstations shall have at their disposal all material such as components, equipment, tools, materials and instruments as well as all necessary technical documentation for the performance of all maintenance tasks required for the safe release to service of aircraft as defined in MOE and current procedures.

Note: The follow up and administration referring to procedures and initiation for the repair

of defective components is the prime responsibility of the Operator, however, line maintenance personnel at outstations shall also be in conformance with individual operator procedures. Accordingly the outstation maintenance station managers will receive adequate information and training in respect of use and administrative procedures for material and documentation within the scope of work of the particular outstation.

L2.1.2 Aircraft components

All Aircraft components required to support the operation will be made available to Line Maintenance. It is the responsibility of the individual Station Manager to ensure that all aircraft components and materials received will be inspected for conformity and any visual damage prior to being placed in stores at the outstation.

To regularly review the minimum quantity levels of all components and materials, in addition to the checking of tools assigned to the station in order to ensure:

orders are placed shortly prior to, or upon reaching minimum quantity level

the shipping of rejected or defective aircraft components to the operator is made in a timely manner

serviceable and unserviceable aircraft components are clearly segregated in an effective manner

L2.1.3 Incoming inspection on LM stations After delivery of parts and components to a line maintenance station, these parts should be inspected and checked in accordance with the statutory authority regulations to verify

1.) that the number of packages delivered matches number of packages shown on the delivery documentation

2.) by visual inspection of packages and parts, that the goods have not been damaged or contaminated in transit

3.) that all accompanying documentation is correct, including part number, description, quantity and serial number (if applicable)



Rotable parts receive a rotable tag, consumable parts receive a barcode label, to the additional Authorized Release Certificate / EASA Form 1.

An “Authorized Release Certificate” in the meaning of the European aviation industry is an EASA Form 1. An equivalent document to an EASA Form 1 my be:

a release document issued by an organisation under the terms of a bilateral agreement [f.e. Form 8130-3 (USA), Canada Form One (24-0078), Form SEGVOO-003 (Brazil), etc.]

a release document issued by an organisation approved under the terms of a JAA maintenance bilateral agreement

a JAA Form 1 issued prior to 28 November 2004 by a JAR 145 organisation

in the case of new aircraft components that were released from manufacturing a JAA Form 1 issued prior to 24 September 2003 by a JAR 21 organisation

a JAA Form 1 issued prior to 28 September 2005 by a production organisation approved by a competent authority in accordance with its national regulations

Examples of the mentioned release documents are available in Working Place Procedure WPP 502. If a release document could not clearly identified by the person performing an incoming inspection the component has to be stored in the “unserviceable parts area” and material and quality department has to be informed.

Parts which were delivered from …

the main base Cologne already posses a batch number. These parts were booked to the outstation during the outgoing inspection in cologne. They only have to be stored in their designated places.

stations which have a direct access to the operator store are allowed to do a reduced incomming inspection as shown at point 1 - 3, parts can entered into AMOS after the parts have been installed.

If discrepancies exist the Nayak Stores Manager or individual Station Manager should be informed and the parts placed immediately in the goods inwards area.



L2.1.4 Using of AMOS system All parts and consumables have to be entered into the AMOS store system.

For further details about using AMOS see Working Place Procedures.

L2.1.5 Suspected unapproved parts (SuP`s) Suspected unapproved parts (SuP`s) are parts or instruments …

whose origin is not traceable

whose certification is missing or insufficient

where the sources are uncertified

where parts / instruments have been tampered with

where parts / instruments have been manufactured, repaired, overhauled without the approval of the original equipment manufacturer (OEM)

It`s possible to recognise suspected unapproved parts during an incoming inspection. The employee who performes the incoming inspection has to look for missing documents, for packing slips or other documents which appear in a non respectable manner or if the part shows any symptoms of improper overhaul or shows any damages.

Airworthiness - in the sense of aviation law - means that the parts / instruments conform to the aircraft license type and are maintained in accordance to the manufacturers directives. This is mandatory for all parts / instruments installed on aircraft.



L2.1.6 Handling of ESD Products Electrostatic devices are present everywhere in our life. For example, if we walk on a carpet and open a door, we will receive, before we touch the handle, an electric shock and perhaps we will hear a little burst or we will see an electric spark. These are typical examples of electrostatics; we can see it when two materials are rubbed or divided or they are in motion through a fluid or a gas. The static electric charges are present in all materials and are always searching for a preferential way to reach equilibrium and to cause finally an electric discharge. This electric discharge can be very rapid and powerful and can cause interferences.

If there is an electric discharge in semiconductors, circuits or assembled microelectronic components, they can be crossed by an electric shock in a controlled or an uncontrolled way. In the microstructures of components, there can be caused for example overheating, gasification places, bending stresses and separation of the conductors. These damages can be irreparable! Technological advances cause an increase of ESD problems!

It must be paid attention to the following points concerning ESD.

Identification of static sensitive parts

Guarantee of a good grounding, so that instruments and people are at the same electric potential

Use of conductor material for transport and delivery

Use of “STATIC-NEUTRALIZERS” to avoid electric shocks for people, tools and work desks

Treatment of damaged parts with the same care of new parts. Otherwise a hidden defect can not be determined

Storage of LRU instruments away from powerful sources (Radar-, Laser-, X-rays)

Protective devices on LRU; conductor protective devices must be preferred



Stamp-No. (pertaining to the staffer)

Admission-No. (pertaining to the firm)

Stamp-No. (pertaining to the staffer)


L2.1.7 Tools and equipment

In order to guarantee a long use and a low accident risk, the assigned tool shall be treated carefully and held in a proper condition. L2.1.7.1 Personal tools All personal tools have to be handeled carefully to ensure a long serviceable life of the tools.

All tools must be marked. The assigned marking number must refer to the company and to the employees, to whom the tool was given. The marking number consists of the former or current authorization number of NAYAK and the stamp number of the employee.

Example:

LBA0007-123

DE.145.0007-456 Only the Tool-Keeper or a person which is authorized by the Tool-Keeper has the right to sign the tools with the toolmarks.

Toolkits are handed over to the employees of the Line Maintenance only by the Tool-Keeper.

Together with the tool, the employee receives a copy of the tool list. Each change in the tool list must be documented by the employee by using Form HL 01 “Tool request and tool purchase order” and Form HL 02 “Notification of loss of tools”

Each employee has to execute, after conclusion of a work on an aircraft, a tool control at least once a day. Once a week the employee must document these controls on form QM 08 "Tool inspections" ( stamps or signature).

During these tool controls the employee has to check

the completeness of the toolkit

the functionality of the tools

the readability of the tool marking number

Attention: A missing tool after work on the aircraft must be reported to the QM department immediately. Quality and Compliance Department will declare the airplane not airworthy and will execute a special control on all airworthiness relevant areas. Only after a successful execution of this special control, can the aircraft be released to service.

Once a month, the station manager has to execute a spot check of at least one toolkit within his area of responsibility. Documentation of these controls takes place on form QM 08 "Tool control list".

The Quality and Compliance Department also has the possibility to execute a spot check of tools. These controls are documented on the tool list of the employees with date and signature.



If irregularities emerge during checks executed by employees, Quality and Compliance Department can decide to increase controls on the tools. When there is proof of none careful treatment or of a tool missing the employee can be prosecuted with disciplinary measures by the staton manager (in presence of the personnel dept.).

If an employee finds a damaged tool, that makes further use impossible, the tool is to be exchanged. The employee must fill out the form HL 01 and the responsible station manager has to confirm on the form the correctness of the statements of the employee with his signature. In case of proved intentional damage by the employee the replacement tool can be billed to this employee.

In case of loss of tools the employee has immediately to inform his / her station manager and the Quality and Compliance Department. If the tool has been lost during work on an aircraft, a control of all possibly concerned areas shall be executed on the base of FOD-prevention. If the missing tool is not found in searched area the process must be documented in form HL 02 “Notification of loss of tools”. The costs for re-supply of the lost tool (tool costs) will be carried by the responsible employee. L2.1.7.2 Non personal tools and equipment Every line maintenance station is equipped with non personals tools and equipment which is available for every employee at the station.

After conclusion of work a tool check must be done by the employee who has used the tool or equipment. During these tool controls the employee has to check

the completeness of the tool / toolkit

the functionality of the tool and equipment


the existence and readability of the unique assetnumber

Tools which were taken from a shadow board must be taken back to the board immediately to guarantee their further availability.

On Stations with a dedicated store keeper the tooling in/out will be controlled via a computer database (like AMOS etc.) through the store keeper. The information about tooling in/out from the store on smaller Stations, or where the store is not occupied H24, will noted on form LM 03 as potential evidence.

Once a week a tool control has to be performed by the station manager or an authorized person. During this tool control the station manager or the authorized person has to check, if all non personal tools listed in the station tools list are available (in stores and vehicles). This tool control has to be documented on one sheet per station, the form QM 28 "Tool Control Sheet" (stamp + signature).

The respective station manager is responible for the correct storage, administration and supervision of non personal tools on the line stations.

In case of damage of a tool this tool must be marked with an “Unservicable Tag”. The tool must be sent back to main station cologne and the tool keeper (Mr. Schinke) has to be informed immediately.



Department-Code (pertaining to the department)


Continuously-No. (only for toolkits)

Admission-No. (pertaining to the firm) Department-Code

(pertaining to the department)

All non personal tools and equipment is listed in an EDV-List and marked with special unique assetnumber stickers or equivalent marking, among others to identify each individual tool. Sets of tools could receive just one unique assetnumber.

Example: In some cases it coud be necessary for the employees to take the “station toolboxes” instead of personal toolkits in order to carry out their work. These station toolboxes have to be stored in the line maintenance station area. The toolboxes can be taken over by the mechanics at the beginning of their shift. At the end of the shift they give the toolboxes to the next mechanic or they return the toolboxes to their designated place.

After work on an aircraft is completed or at the end of the shift, a tool control has to be done by the mechanic.

During these tool controls the employee has to check

the completeness of the toolkit

the functionality of the tools and equipment


the existence and readability of the unique assetnumber

This tool control has to be documented on the form QM 11 "Tool Control Booklet" (stamps + signature). The tool marking number and asset number is listed on the tool control booklets, so it is impossible to mix the booklets and toolkits.

Attention: A missing tool after work on the aircraft must be reported to the Quality and Compliance Department immediately. QM will declare the airplane not airworthy and will execute a special control on all airworthiness relevant areas. Only after a successful execution of this special control, can the aircraft be released to service.

All tools must be marked. The assigned marking number must refer to the company and to the LM department, to which the tool belongs. The marking number consists of the current or former authorization number of NAYAK and the short cut of the department name.

Example:

LBA0007-LM

DE1450007-LM-001



Only the Tool-Keeper or a person which is authorized by the Tool-Keeper has the right to sign the tools with the toolmarks.

L2.1.7.3 Calibrated equipment Certain testers, measuring instruments and tools must be calibrated in fixed cycles to guarantee low failure risk. These testers, measuring instruments and tools are provided with special stickers, on which the next calibration date is marked.

Example 1 used for equipment listed into AMOS:

During a interrim period describt in WPP 602.1 different stickers will be used as well for LM Stations in Italy and France. Example 2 used for equipment listed into NACAL:

In order to ensure a perfect functioning during the entire period up to the next calibration date, calibrated equipment is to be treated with special care.

Before using the instrument, the staffer has to be convinced of the perfect condition of the equipment. Only test equipments, measuring instruments and tools, which still possess their full operability and whose due date has not yet exceeded, may be used. If the perfect efficiency of equipment is in doubt despite current calibration date and / or the examination date has exceeded, the equipment cannot be used and an “Unserviceable Tag” has to be fixed to the equipment. The equipment must be send to the Avionic Shop at the main station Cologne.



L2.1.7.4 Stamps Each employee who holds internal qualifications gets a stamp from the quality department. The stamp number is listed in an EDV-List and also in the Authorization Document of the employee. For mechanics who have their personal toolbox the stamp number has the same number as the marking number on his tools.

Stamps will be distributed by the quality department.

If an employee looses his stamp he must inform his LM Station Manager immediately. An informal written letter, fax or e-mail must be sent to the Quality and Compliance Department. If the stamp is not found, a new stamp with the same number will be handed over to the technician. The old stamp loses its validity. If a employee looses the stamp again, there must be a personal discussion with him / her. A third stamp will then be assigned to the employee.

Stamps of employees which leave the company must be sent back to the Quality / Compliance Department by the responsible LM Station Manager.

L2.1.8 Administration and updating of maintenance documentation

All approved documentation is to made accessible to all maintenance staff at the LM stations in form of hard copy, microfilm and / or electronic version (on CD rom and / or on network).

The approved revision service (internal and external) and tracking of the received documentation are under control of quality department.



L2.2 Line maintenance procedures related to servicing, fuelling, de-icing, sealing, etc.

L2.2.1 Servicing Servicing of aircraft systems such as hydraulic oil, engine oil, oxygen, water & waste have to be performed in accordance with the manufacturers aircraft maintenance manual.

L2.2.2 Fuelling All aircraft fuelling is done by contracted outside agencies.

L2.2.3 De- / Anti-Icing All aircraft De- / Anti-Icing is done by contracted outside agencies by there own responsibility. No release to service (RTS) will be given by Nayak for correct and fully de-iced aircraft or part of them.

L2.2.4 Sealing According to some contracts NAYAK will perform the sealing process of the aircraft during daystop and / or night.

This work will be performed on request in according to the operators procedure. Usally the operator provides his own security seals.

NAYAK Aircraft Service GmbH & Co. KG is not responsible for bad or missing seals in case of low temperature, contaminated structure in case of de-icing fluid, ect.

L2.2.5 Towing On line stations the towing of aircrafts will be performed by airport contracted agencies or by qualified airport personal.

If necessary NAYAK personnel is allowed to work as braking personnel. For these cases it is necessary that the qualification “passive towing” is entered in the Authorization Document.



L2.2.6 Engine run up Only qualified personnel is allowed to carry out engine runs. The appropriate needed qualification “engine run idle”, “engine technical run” or “engine run full power” has to be entered in the Authorization Document.

Engine runs has to be performed in special areas and in accordance with the local procedures of the spezific airport and in accordance with the details into the individual aircraft AMM and / or Engine Manuals.

L2.2.7 Cabin pressure check Only qualified personnel is allowed to carry out cabin pressure checks.

During the check the maintenance personnel has to regard the instructions of the AMM. In accordance to accepted safety regulations the check had to be performed by three emloyees, two inside the aircraft and one outside. The second “inside” employee must have knowlegde to stop the running engines in any case of any emergency situation.

L2.2.8 Dangerous Goods Transport of dangerous goods is regulated by “Dangerous goods law” of 06.08.1975; many norms derive from this law.

Since 24.08.2013 the air traffic is regulated by EU OPS, that has established all the rules concerning it, in the range of EU. It follows the former JAR OPS and ICAO Technical Instructions and IATA DGR that is accepted as a so-called field document and as a work basis. When in doubt, the English text of ICAO T1 takes validity.

The authority responsible for transport of dangerous goods in the German air traffic and for aircrafts with German registration is the LBA.

For the transport of special dangerous goods, there are other rules (for example explosives law “SprengG” for explosives).

Delivery is made in accordance with norms following dangerous goods law in all its phases which are preparation of material, delivery process, delivery conclusion; hence delivery begins with the operator’s order and finishes with the acceptance of material.

The dangerous goods law establishes the responsibilities into the “transport chain”. Each one belonging to this chain must pay attention that there are no dangers.

responsible person is who, in receiving the order, observes those norms concerning transport

the responsible people are all the people who are not owners of a company and are self responsible for concluding delivery process in accordance with the norms on dangerous goods

For all Handling with special dangerous goods, there are additionally other rules.



Transport of dangerous goods by land: Packages must be marked as made for transport by air. Dangerous good that is moving by land is always accompanied by appropriate documentation. The UN / ID number must be noted on the top and on the right of the package. Delivery within Germany is made by TNT. Together with the TNT covering letter, there must be also an ADR dangerous goods clarification. Exception: Cartridges which are not accompanied by a certificate for qualified explosives

can not be accepted by the transporter, the driver or whom has ordered them. These items are not accepted by any courier. Special service for transport required.

L2.2.9 Requests for Service The Request for Service form LM 02 are used to document performed services for invoicing purposes and shall be used in case of the following events:

technical request of any non contracted or “on call” customer

any organisation issues e.g. hangar space

assistance of on site customer staff

tools and equipment rental

parts and fluids sales

parts handling The Request for Service form has to be filled out by LM personnel and signed from a customer representative and afterwards forwarded to the LM administration department.



L2.3 Line maintenance control of defects and repetitive defects

L2.3.1 General Any discrepancies / defects / irregularities occurring during a flight and observed by the cockpit or cabin crew will in most cases be initially reported verbally via radio / telephone for advance notification / information to line maintenance. This will then be further actioned by issuance of a written Tech-Log entry by the cockpit crew. Discrepancies / defects / irregularities found by maintenance will be reported in the first instance by issuance of a Tech-Log entry or written Work order.

L2.3.2 Control of defects Maintenance personnel will initiate a corrective action in agreement with the operator for any complaint(s) reported on the work order by the flight crew or discrepancies or defects observed during maintenance activities. Any corrective action will require that the aircraft will have to be released to service according Part 145.A.50.

L2.3.3 Deferred defect items / Entries into the Hold Item List Deferring an item(s) is utilised to allow an item(s) / system to remain temporarily inoperative and / or defective providing the item(s) are within the terms and conditions of the Minimum Equipment List (MEL) or Configuration Deviation List (CDL) or Dispatch Deviation Guide (DDG) or Hold Item List (HIL). Reason(s) for causing an item(s) to be deferred:

lack of necessary spare parts

lack of necessary test equipment to perform trouble shooting for fault determination

lack of appropriate tooling and / or maintenance documentation

due to operational reasons / requirements

type of rectification can only be performed at main base

Item(s) may be deferred only after ensuring that the deficiency will not be detrimental to flight safety / airworthiness and is within the allowable limits / terms and conditions of the “MEL” and / or “CDL” and / or “DDG”. Deferred items are "open work orders". They are classified as either a "DD item" (Deferred Defect) or an "Open item" (Carry Forward Defect - CFD). If it is not possible to fix a defect during a turn around, the operator must be informed immediately.



In case of a defect on a component or system and the MEL allowes the operation of the aircraft without these running system, it is allowed to transfer these defect into the Hold-Item-List if there is an written statement from the operator available (f.e. fixed in contract, separate annex, performed appropriate procedure training, etc.) which allowes the NAYAK technicians to handle in accordance with the operators HIL-procedure.

For all items are not covered by the MEL or if there is no general authorization from the operator available it is the decision of the operator to give written instructions for entering defects into the Hold-Item-List. This instructions can be given by fax or e-mail. Regarding the operators procedures a certifying staff with an appropriate mainenance licence have to enter this facts with all details (f.e. Approval No) into the aircraft TechLog. The written operator instructions (fax or e-mail) have to be archived together with the maintenance documents at the line station.

L2.3.3.1 Deferred Defects - (DD) A “Deferred Defect" (DD) is to be indicated as such on the specific "open work order". The Flight crew must also be made aware of its existence, since a “DD” could have an affect on the operation of the aircraft, its systems and / or aircraft performance. Deferred Defects are entered in the "DD” Section in the appropriate section of the Aircraft- / Technical-Log.

The acceptances for any MEL deferment is performed by the Captain of the Aircraft on behalf of the company trough the "Aircraft Acceptance" Signature on the Aircraft Technical Logbook.

Administration of “DD`s” is accomplished through the individual operator under his responsibility. Upon completion of a "DD" the specific work order "closed" and removed accordingly.

L2.3.3.2 Tech-Log Entrys / Workorders All technical defects found during maintenance and operation will be entered into tech-log entry or opening a workorder. It depends finally on the individual operators procedure.

L2.3.3.4 Responsibility It is the responsibility of the individual operator to monitor the “DD” deferred items in order to ensure that the maximum time limits authorised for the rectification / corrective action of deferred items will be planned in due time to ensure that the due date will not be exceeded.

L2.3.4 Defect findings Defects affecting the operation of the aircraft must be reported immediately to the individual operator. According to the type of defect / discrepancy the operator (MCC / MOC) lead and possibly make a determination to the further disposition of the defect / discrepancy / operation of the aircraft. In these cases the decision(s) must be unanimous. The Operator is responsible for regular review, monitoring as necessary of such instances and procedures, to ensure they conform with current authorised standards and do not have an adverse affect on airworthiness / air safety.



L2.3.5 Control of repetitive defects and damages The monitoring and regular review of repetitive defects and damages (line maintenance findings) is the responsibility of the individual operator.

L2.3.6 One-off-authorization The one-off-authorization can only be given in an unforeseen case (defect was unexpected) of an AOG situation at a location not having an appropriately approved or accepted Part 145 maintenance organisation. NAYAK can only issue an one-off-authorization if NAYAK is contracted to provide maintenance support to the operator. The individual Station Manager (or substitute) of Nayak Sattelite Stations makes a reasoned judgement that the issuing of an authorization is required, appropriate and that the required airworthiness standards are maintained. The following requirements need to be met before issuing of an authorization according to document Form 25: Option 1: One-off-authorization issuance to certifying staff employed by Nayak not holding the appropriate type:

A one-off-authorization may be issued if the person holds authorization of equivalent level and scope (category B1/B2/A depending of CRS / RTS required) on other aircraft type of similar technology, construction and systems (ref. to Note 2).

A one-off-authorization to issue a CRS / RTS relating to a simple task on an aircraft type for which a Person does not hold a type-rated authorization at the required level may be issued provided that the completed task can be verified by visual examination and / or normal system operation. Relation to simple tasks need to be stated approved by an authorized (appropriate aircraft type) B1/B2 technician of NAYAK.

The person to whom a one-off-authorization is issued should be provided all the necessary information and guidance relating to maintenance data and any special technical instructions associated with the specific task undertaken. A detailed step by step worksheet should be defined by NAYAK, communicated to the one-off-authorization holder and signed off by the one-off-authorization holder when completing the work steps (for instance AMM or FIM lists).

Option 2: One-off-authorization issuance to staff not employed by Nayak:

The candidate needs not less than 5 years maintenance experience.

The candidate holds a valid ICAO aircraft maintenance licence rated for the aircraft type.

Nayak needs on file evidence of the experience and a copy of this licence.

Full qualification details relating to the proposed certifying personnel are verified by the individual station manager.



In both cases the quality department has to be informed not later than 24 hours after issuing an one-off-aithorization. Copies of the completed Nayak form QM 25 as well as the belonging maintenance records has to be sent via email to [email protected] as well as [email protected] The quality department will inform the responsible CAA (Luftfahrt-Bundesamt, LBA) in a 7 days period via fax or email about performed work by forwarding all relevant documents (staff information as well as maintenance records). Records belonging to one-off-authorizations will be kept on file at the QM office. Note 1: Maintenance performed must be rechecked by certifying staff at the aircraft first

returns to the next transit or turn around stop. Note 2: Aircraft groups of same technology

Note: Consideration of these groups are imdependent to other MOE regulation!

Airbus A300-600, A318, A319, A320, A321, A330, A340

Boeing B737 Classic and B737 NG, Boeing B747, B757, B767, B 777, B787

British Aerospace BAe 146 / AVRO 146-RJ, Fokker 70/100

Embraer 135/145, Bombardier CL 600-2B19, CL 600-2C10, CL 600-2D24, CL 600-2E25, Embraer ERJ 170, ERJ 190

ATR 42/72, Fokker 50/60, Dash 8-400



L2.4 Line maintenance procedure for completion of technical log

L2.4.1 General The Flight-log, Technical-log and the Engine Trend Monitoring Data are a part of the primary documentation used as one means of communication and information exchange between the flight crew and the technical maintenance personnel on ground in order to effectively maintain the continuous airworthiness of the aircraft.

L2.4.2 Technical log All deficiencies and / or irregularities reported during operations by the cockpit and / or cabin crew is entered in the technical log on board the aircraft. It is essential that each individual work references only one (1) discrepancy in a clear, detailed and thorough manner. The “RTS” may be issued only by qualified authorised certifying technical personnel.

L2.4.3 Flight log All information concerning the aircraft operation, such as crew complement, aircraft payload, (pax/ cargo), fuel, aircraft and engines hours and cycles, delays, block times, etc., are entered by the flight crew in the flight log located on board the aircraft.

L2.4.4 Correction of faulty log book entries If there is a need to alter or correct an entry in a log book the incorrect text should be crossed out in such a manner that the underlaying information remains legible. The correct entry should entered together with date, persons`s name and signature or employee identifier.

L2.4.5 Engine trend monitoring The recorded engine data is monitored regularly for trends and / or any significant performance deviations. The primary element of the engine monitoring program is the in-flight engine data recorded by the flight crew.

All recorded data must be send to the individual operator according to the operators procedure.



L2.4.6 Component removed in serviceable condition All removals of components has to be recorded on a workorder and/or the Tech-log in accordance with the operators specific procedures.

Additional documentation like EASA Form 1 and documentation requested by the individual operator has to be issued in accordance with chapter L2.5.3 and operators procedures.

L2.4.7 Inspection of work Self Inspection (SI): The “Self Inspection” is performed in order to maintain the highest standard of safety while at the same time being economical. These are the most common inspections carried out in conjunction with the performance of maintenance and / or alterations. Because of the complexity of the performed tasks this can only be achieved by the person performing the task to be aware of the potential safety risks involved for each individual step of a task in accordance with his / her own abilities and the task to be performed. The task must be accomplished in accordance with the appropriate aircraft maintenance instructions.

Prior to the Self Inspection (SI) the technician must verify:

his / her own qualification / authorization for the work to be performed

equipment and material to be used for it`s condition

instructions in the approved documentation for currency, applicability and understanding

his / her understanding of the job / task required to be performed

After the work has been completed, the technician must verify:

all documentation procedures, instructions (approved data) have been followed

all work sheets, workorders, labels, job (task) cards, etc. have been completed and correctly filled in

the correct distribution of all paperwork (work package) has been performed i.a.w current procedures

all equipment, material (not used) and tools are returned to their original location

all own (company issued) tools are checked for completeness i.a.w. the toolboy / tool box inventory check list

Self Inspections (SI`s) are always required to be performed both during and also after completion of any task. For each task the person performing the task is fully responsible for its quality, safety and quantitative performance in accordance with all the relevant approved and current maintenance instructions (approved data, including SB`s, AD`s) and / or all other applicable company written practices and / or procedures. Independent Inspection: The Independent Inspection is a second, separate inspection which is performed where maintenance and / or alteration has been carried out which could result in a failure,



malfunction or defect endangering the safe operation of the aircraft if that maintenance / alteration was not performed properly or if improper parts or materials were used. Only skilled and authorised technical personnel may perform this inspection in order to ensure that maintenance and / or modifications / alterations have been performed in a satisfactory manner and that they are in an airworthy condition for release to service. The Inspection is to ensure that maintenance and / or modifications have been performed in a satisfactory manner but does not relieve the person who originally performed the task of any responsibility.

Normaly the Independent inspection will be performed by a second staff (’independent qualified person’) who has not performed the maintenance task. If especially on Line Maintenance a Independent inspection by a second mechanic is not possible -because only one mechanic is locally available- “reinspection” points have to be inserted into the taskcards/job cards, which have to be performed as control by the same employee.

Areas which require a Independent Inspection to be performed are listed in operators documentation and / or procedure handbooks.

For further details about Independent Inspections please refer to chapter 2.23.

L2.4.8 Sign of performed work Certifying staff has to enter the corrective action which he / she performed into the workorder and / or the technical-log. Dependent on the design of the log book it could be necessary to enter a simple form of release. In these cases the following text is sufficient:

“Freigabebescheinigung gem. Part.145.A.50”

Each Certifying Staff who signed for his work has to use his company stamp received from the Quality/Safety and Compliance Department.

Note: If calibrated tools were used for final tests and measurements during maintenance, the “DE” Asset-No. as well as the next calibration date (i.e. November 201x) has to be recorded.

Note: Except, Tools for the daily tire pressue must not be recorded. A copy of the technical-log page has to be archived together with the workorder for at least 36 month.

Remark:

Maintenance release of affected aircraft not covered by the Basic Regulation

- Aircraft carrying out military, customs, police, search and rescue, fire fighting, coastguard or similar activities or services. - Aircraft listed in Annex II of the Basic Regulation. - Aircraft registered in a third country and not being used by a Community operator. - Aircraft for which the regulatory safety oversight has been transferred to a third country and which are not used by a EU Community operator.

These aircraft are excluded from complying with the airworthiness requirements contained in the Basic Regulation (EC (No) 216/2008) and in its Implementing Rules for airworthiness (EC (No) 1321/2014. Please refer for details to Chapter 2 2.16



L2.5 Line maintenance procedure for pooled parts and loan parts

L2.5.1 Pool parts The Operators may in exceptional cases, when a component would not be available in due time, resort to a pooled component from an other operator appoved by EASA. The Pool Part decision is the responsibility of the operator departments (MOC / MCC). In addition, special care will be taken with respect to the requirements of accompanying documentation (e.g. EASA Form 1, AD status, modification status and history, in order to ensure it`s conformance with current EASA requirements).

L2.5.2 Loan parts The Operators may in exceptional cases, when a component would not be available in due time, resort to the loan of a component from an other operator or vendor approved by EASA. The loan decision is the responsibility of the operator departments (MOC / MCC). In addition, special care will be taken with respect to the requirements of accompanying documentation (e.g. EASA Form 1, AD status, modification status and history, in order to ensure it`s conformance with current EASA requirements).

L2.5.3 Components removed in serviceable condition

Component removed in serviceable condition is utilised when parts or components are not normally or readily available from company stock (stores) or the manufacturer and in order to

avoid a technical delay / “AOG” situation or to reduce the downtime of an AOG aircraft significantlay

or

for "MPD staggering". For instance in order to avoid to replace for example the two brakes at the same time one is removed at half life in serviceable condition and replaced by a new one. In this way the operator does not expect to face a double brake replacement in the same period.

Approval to “rob” a donor aircraft to service a unserviceable aircraft on the line, or to remove parts for other planned reasons, can only given by the MOC/MCC of the individual operator. When authorised, the item(s) may be removed from a serviceable part or component or from a non-flying aircraft for use on another aircraft. Only serviceable parts or components are authorised for installation in an aircraft or aircraft component. This can be only done in accordance with the individual operators procedure.



It is essential therefore for Nayak staff to familiarize themselves with the robbery procedure of the operator. All such removals are recorded on a workorder or Tech-log entry, serviceable label and an EASA Form 1. The EASA Form 1 should state that the used part / component has been inspected in accordance with AMM (Ops Check), visually and that there is no physical damage, leakage or corrosion and that the part / component was fault free in operation. Additionally, modification status, software level, flight hours, cycles, and other typical information must be noted. This form can be signed by individual Certifying Staff B1.1 or B2 with current type rating entered into his personnel authorization document. Station manager and / or shiftleaders ensures that they will provide the correct documentation like EASA Form 1 out of AMOS. This is particulary important in respect of components controlled by the Aircraft Maintenance Programm (AMP). When accepting a robbery by the operator it is the responsibility of Nayak staff to make reference to and ensure that the relevant modification status for the part are complied with AMM latest Revision.



L2.6 Line maintenance procedure for return of defective parts removed from aircraft

Components removed from aircraft by line maintenance personnel will be shipped directly to the operator (store) at the address named in the SGHA or individual contract. Line maintenance personnel are responsible to ensure the following for defective parts removed from aircraft:

all relevant information, clearly indicated on the accompanying documentation and in particular the unserviceable label

the component / part(s) will be shipped without delay



L2.7 -free-



L2.8 Guidelines for order and cleanness

L2.8.1 Offices Each employee is requested to look for order and cleanness in their area of operations. Manuals and files must organized in cupboards and shelves in a clearly arranged system. After using of manuals and files they have to return to their designated place.

The desks has to kept in a clean condition and the dustbins have to be emptied in regular intervals.

It is not allowed to put furniture in front of emergency exists.

L2.8.2 Stores The stores has to be kept in a clean condition. All parts and materials have to be stored in the desiganted places.

Serviceable and unserviceable parts must strictly segregated and clearly marked/labled, to avoid any confusion or mix up in handling.

Special tools and other kinds of equipment have be to return to their designated places after usage.

It is not allowed to store equipment and materials in front of emergency exists.

L2.8.3 Vehicles The vehicles must be kept in a clean and organized condition for safety reasons.

Damages to vehicles must be reported within 12 hours.

L2.8.4 Working Areas For Foreign Object Debris / Foreign Object Damage (FOD) prevention all working areas have to be cleaned after completion of maintenance.

L2.8.5 Equipment Equipment used for maintenance should be cleaned, checked for completeness and returned to tools store area after performance of work (ref. to WPP 602).

All cans must be clearly marked with long-lasting lables showing content of the can.



L2.9 Personnel qualifications

L2.9.1 Internal authorizations Each employee holds an Authorization Document which is handed over to him from the quality department. One of these Authorization Documents will be handed over to the employee, one will be stored in his technical file. On these documents all employee qualifications are listed. The validation of these Authorization Documents are 24 months. For additional information please refer also to Chapter 3.10.3

L2.9.2 Recertification After a period of 24 months the Authorization Documents has to be renewed. The employee has to apply for the renewal, at least 3 weeks before the validity runs out. Application Form QM 1 is to be used. The Quality and Compliance Department will then decided about the renewal depending on the practical experience of the applicant.

If the employee does not meet all neecesarry criteria, it is possible to deprive him of his former rights.

L2.9.3 Demands for recertification To keep his internal authorization current, each employee must work on different systems of the aircraft, or release aircraft as per his qualifications.

Each employee has to enter his personnel activities into a computer data base. This data base allows the storage of data in following groups:

date

aircraft type

aircraft sign

work order / tech-log reference

L2.9.4 Task training for CAT A Task training for CAT A mechanics can only be carried out by mechanics who have a higher qualification on the same aircraft type themselves.

A task training for non-routine work must be done four times, a task training for routine work has to be done nine times. During the task training the trainee should do the work under supervision and guidance of the instructor. The release of the work is done by the instructor who has the full responsibility of the work performed. After the training an assessment is necessary to complete the training.



Independent of the trade of the task training these assessment must be carried out by certifying staff CAT B1 / B2.

In special cases it could be possible to reduce the training to three times for non-routine work and five times for routine work. This is only possible, if the trainee

had successfully carried out the same task on another aircraft type before. This task is already listed in his Authorization Document.

For routine work like daily-checks, weekly-checks, service-checks, etc. the aircraft operator must be named.

Task training for ATA chapters 25 “Equipment Furnishings” and 33 “Lights” must only be done once before the assessment can be carried out.

The task training has to be documented in the NAYAK computer data base. The trainee has to enter the work under his 3-Letter-Code with the reference “Training” in the field “T/L-Referenz”, the instructor has to enter the work under his 3-Letter-Code. After an assessment, the work must be entered into the computer data base, as by the task training, but here the instructor must also enter his 3-Letter-Code in the field “freizugeben”.

L2.9.5 Recurrent training As an information for all the certifying staffs working on a line maintenance station the Quality and Compliance Department will provide copies of LTA`s, NFL`s, SB`s, SIL`s, TM`s, etc.. in the NAYAK network.

All the technical personnel has to read the copies in the network and to document this fact in the computersystem once a month (until the 15th of the following month).

The regular study of these documents is part of the recurrent training in accordance with Part-145 and one of the conditions to extend the internal “Authorization Document”.

L2.9.6 Customer Procedure Training All maintenance personnel has to be trained on customers procedures like tech log procedures, special maintenance procedures, etc. through a training course performed by the customer.

As an evidence of the performed training the training subjects and the names of all participants and the customer trainer has to be documented on Nayak form QM 32. Equivalent, customer specific evidences, are acceptable, too. The training evidences has to be archived by the LM Station Manager in an adequate maner at the LM-Station as long as the operator were served, but not less than 36 month after the training took place.

Proper performance of customer procedure training as well as retraining of appropriate evidences will be checked during internal audits within the internal monitoring by QM staff.

During the customer procedure training it may be possible that some NAYAK employees can be also qualified as trainer by the customer, in order to perform the training of other NAYAK maintenance staffs.



L2.10 Information and reporting systems

L2.10.1 Non-Conformity-Report Deviations from current procedures and instructions can be documented on a “Non-Conformity-Report” (Form QM 10) by each employee. This will help the company supervise and improve all internal procedures.

In such cases the employees has to fill out the structured fields on the Non-Conformity-Report. A detailed discreption of the discrepancy will be helpfully for the following correction process.

A report including some kind of improvement proposals must be sent to the safety manager at cologne. He will analyse the reports and introduce corrective actions, and will verify and discuss the proposal in coordination with the concerned departments.

L2.10.2 Mail reporting system All LM maintenance personnel has to inform the Nayak management about any kind of damage and / or delays exceeding more than 15 min. and flight cancellations caused by trouble-shooting on the aircraft of the aircraft company with whom Nayak has signed a line maintenance contract.

These informations shall be immediately announced by e-mail to [email protected].

L2.10.3 Occurrence reporting This reporting describes unsafe conditions of aircraft or their components and deviation from prescribed maintenance procedures and / or operational rules. It applies to identify safety relevant conditions of aircraft / components and to create the fastest remedy possible.

Repetitive malfunctions of aircraft or aircraft components, which can later affect or endanger flight safety, must be immediately announced to the Quality and Compliance Department.

The message can be conveyed informally, but it must however be written and contain a minimum of following points:

aircraft or component

S/N eventually P/N

date of the claim

period of operation (Hours/Cycles)

detailed description of the claim



Quality Management receives details of the claims, this data is prepared by him in a fixed way for the authority (LBA) and the affected customer if necessary and provided with analysis results. After a previous arrangement with the AM, the data must be submitted to:

the responsible authority

the STC / T/C Holder

the respective Customer

in each case within 72 hours.

For Details please refer to Chapter 3.9.9ff In particularly serious cases, in weekends or holidays, the messages have to take place first verbally. For this reason, Quality and Compliance Department and the Accountable Manager have to use cellular phones.



L2.11 Opening of new Line Maintenance Stations

L2.11.1 Necessity of a LM station An indispensable condition for the opening or the future opening of a LM station is drawing up a contract with the customer / customers to perform maintenance tasks on it’s / their aircraft. A special procedure training will be performed by the operator, it will be followed up later when a new procedure will take place or if required due to employee replacement on the station.

L2.11.2 Minimum conditions The rent of premises within the concerned airport must be in accordance with maintenance tasks. Thought must be taken as to whether offices and or storage rooms are required. Guaranteed access to sanitary rooms must be available Personnel must have access to airport grounds and possess and airport driving licences.

L2.11.3 Furnishing The office must be furnished with a desk and a lockable cupboard where operators and station documentation can be kept. Communication equipment must be installed e.g telephone, fax and computer with e-mail access. The computer must have the possibility of working on the operators documentation, with (if needed) an individual password. For moving within the apron, there must be cars with the necessary equipment to perform work on the LM station. Each employee has his / her personnel marked equipment. In some cases it could be possible that employees take station toolboxes to carry out there work.

In the stores there must be shelves where spare parts can be kept. Oils and cleaning materials must be stored in steel cupboards. Old fluids must be stored in special containers.

L2.11.4 Time frame On the basis of the terms of the customers contract it must be decided whether the LM station can be prepared as quickly as possible.

If on the conclusion of the contract according to customer`s requests it is made clear that the station will become a permanent one, it must be immediately inserted into the MOE.



L2.11.5 Personal requests For planned tasks at the station a personal analysis must be drawn up.. Thise analysis is based on the number of customers aircraft and on its flight plans / rotations. This must be the basis for drawing up a man hour plan, taking into account personnel qualifications.

L2.11.6 Documentation Documents such as AMM, WD, SM, etc., in the actual revised version must be available to perform maintenance tasks. As per contracted agreements from SGHA the customer documentations of the particular operators will be send directly to the LM-Station. The receipt of the documentations should be confirmed for the customer by written from the head of the station. The head of the department is responsible for the proper documentation or the update of the technical files and should make sure that every employee has access to it anytime.

For further details refer to WPP 407

The station must have also access to the revised version of MOE part 1-3 and relevant supplements. All rules about performing of maintenance work must be followed as per contract or must be established by a Procedures Manual of the operator.

L2.11.7 Parts / Material Each station is supplied with dedicated consumable material for Line service such as, oils, grease, etc. Special spare parts are supplied by the operator. Supply of materials / parts is regulated by work instructions (material dept, see applicable documents).

L2.11.8 Analysis of requirements by QM If a station is arranged Quality / Compliance Department will execute an audit to verify that it is in compliance with the pre-established requirements. The audit will be performed by an approved NAYAK auditor in accordance to the NAYAK quality policies. There will be an audit report on which “findings / corrective measures” will be described. The audit report must be signed in original by the auditor and the station manager. All findings must be corrected before the contract can be established.

L2.11.9 Scope of work The scope of work is splited in two ranges, “limited” line maintenance and “full” line maintenance. At first it depents on the qualification of the technical staffs which status (range) the line station hold. If B1 personnel with appropriate aircraft types is available, the scope of work at this station is “full”. If there is no B1 personnel available, the scope of work will be “limited”.



Additional to the B1 personnel it is necessary to provide all required documentation and tools to be able perform “full” line maintenance. Finally it depents on customers requested and in contracts described work which tools and documentation have to be provided on the individual LM station. Limited line maintenance means routine work incl. minor snag rectification. Full line maintenance means line maintenance up to and including A-Checks. A general overview about the scope of work for all line maintenance stations is available on an independent list. This list is an own reference document with a several document No. (NAYLS 0001) and an attachment of the MOE. The revision service of the list is under the control of the Quality Department. To keep the list current the line maintenance manager has to inform the QM and Compliance department immediately about changes in personnel conditions, if manpower rate reaches a critical value. If necessary QM will perform a revision of the list.

L2.11.10 Listing of Line Maintenance Stations All Line Maintenance Stations will be published at a dedicated document (No. NAYLS 0001) according to AMC 145.A.70 (a). These list will be handeled as a MOE attachment. The revision service of these manual is under the control of the Quality and Compliance Department. The dedicated document will be released internally by Quality and Compliance Department and accepted by the NAA. The document NAYLS 0001 will be published on NAYAKs web page in the latest revision. With personnel Username and Password each customer / operator can monitor the document.

L2.11.11 Changing of Line Maintenance approvals L2.11.11.1 General Conditions and reporting to the NAA:

If the scope of work will be extended for an aircraft which is included in the company approval, no information is required to the NAA (LBA) before starting the operation. The NAA has to be informed within 7 days after beginning of operation and a revised MOE attachment NAYLS 0001 must be transmitted to the authority together with appropriate evidences justifing the extended capability.

If a new line station will be opened, the German NAA (LBA) has to be informed about intentions as earliest convenience with EASA Form 2 and about the internal audit date not later than one week before to decide his personnel presence. If a new line station will be opened out of Germany, the LBA will inform the local NAA of the country where the line maintenance station will be located.



If a new Aircraft Type will be added to the companies apporoval, the NAA (LBA) has to be informed about intentions as earliest convenience and about the audit date not later than one week before to decide his personnel presence. For adding a new Aircraft Type into the existing approvel a EASA Form 2 is required.

If a Aircraft Type will be deleated from the companies apporoval, the NAA (LBA) has to be informed about intentions as earliest convenience according 145.A.85. For deleate a Aircraft Type into the existing approvel a EASA Form 2 is required.

L2.11.11.2 Extension:

For an extension of the scope of work of an existing Line Maintenance Station all required conditions in chapter L2.11 and procedure VA 4 have to be fulfiled. The requested items have to be performed by the Line Maintenance and Quality and Compliance Department. The change of scope of work has to be documented in the MOE attachment NAYLS 001. An internal audit has to be perfomed by internal quality auditors to show compliance with the requested conditions. After closing of all non-conformities operation can start. A complete copy of the audit documentation and a revised MOE attachment NAYLS 001 must be transmitted to the authority within 7 days after operation starts.

L2.11.11.3 Opening of new LM-Stations:

For opening a new Line Maintenance Station all required conditions in chapter L2.11 and procedure VA 4 have to be fulfilled. The requested items have to be performed by the Line Maintenance and Quality and Compliance Department. An internal audit has to be perfomed by internal quality auditors to show compliance with the requested conditions. To allow the NAA to participate the audit, the NAA had to be informed for a minimum of one week before the audit will take place. The MOE attachment NAYLS 001 has to be extended with informations about the new LM-Station and after closing of all non-conformities operation can start. A revised MOE attachment NAYLS 001 must be transmitted to the authority simultaneous when operation is starting. Remarks:

Opening / closing of a LM-Station requires an update oft he internal audit plan. The new LM-Station has to be added into the audit plan and internal audits have to be performed in cyclic intervals.



L2.12 Shift changeover procedure

L2.12.1. General

The primary objective of the changeover information is to ensure effective communication at the point of handing over the continuation or completion of maintenance actions. Effective tasks and shift handover depends on three basic elements:

The outgoing persons ability to understand and communicate the important elements of the job or task being passed over to the incoming person.

The incoming persons ability to understand and assimilate the information being provided by the outgoing person.

A formalised process for exchange information between outgoing and incoming persons.

L2.12.2. Changeover procedure

For performing shift changeovers form LM 01 or a separate shift book built up in a predefined format will be used. One of these forms is available at every Line Maintenance Station. Within these forms information can be found about the following:

status per aircraft or operator

staus of stores

status of vehicles

status of ad hoc activities

other such as human resource planning and tools

At smaller LM stations where it may be possible, that there is a break between two shifts where the station is out of order, it is very importand to document all necessary infor-mations for the following shift.

At biger LM stations the upcoming shift elapse the off going shift for a few minutes. This given time frame is to communicate the created handover verbally.



L2.13 Qualification of Job Cards and Checklists

L2.13.1 General

To be able to perform work requested by operators NAYAK receives job cards and checklists from the individual operators. On these job cards and checklists the respective operator has to note the necessary qualification of the technician who has to perform the requested work. Such prepared job cards and checklists have to be sent to all line stations where the respective operator will request the service. During line maintenance the following qualifications are possible and meaningful:

Maintenance Certifying Technician CAT B1 or CAT B2

Line Maintenance Certifying Technician CAT A

Non-Certifying Mechanic (Maintenance Helper)

L2.13.2 Performing of work

Performing of work requested on job cards and checklist is only allowed to technicians which holds at least an equal or higher level of qualification as entered on the concerning job card or checklist.

L2.13.3 Behavior by not-qualified Job Cards and Checklists

If a qualification on a job card or checklist is missing, the Station Manager or Shift Leader has to contact the customer (MOC, MCC, etc.) to clarify the required qualification. If the contacted department isn`t able to give informations about the necessary qualifications, the requested work coudn`t be performed and the Station Manager or Shift Leader has to contact the Line Maintenance Manager for clearing further steps.

L2.13.4 Name or content changes in assigned Job / Cards or Checks by Operator

Due to different aircraft maintenance program for each operator, content and name of the job cards and or checklist may be different from one to another operator. LM managers are responsible to check in detail the different or changed job cards / checklist and to modify the qualifications available of certifying Staff in accordance to these changes. If the content of job cards / checklist is the same of performed CAT-A task training and only the name is different the LM managers have to issue a statement and provide it to Quality department for further processing . If the content of job cards / checklist is the different from performed CAT-A task training, (additional / or) consistent new training has to be performed for the new task.